Clutch



Aug. 16, 193s.

c. M. EAsoN 2,126,760

CLUTCH Filed Dec. 28. 1936 4 Sheets-Sheet 1 Za fcfzce M 2:27.50@

C. M. EASON Aug. 16, 1938.

CLUTG Filed Dec. 28, 1936 4 Sheets-Sheet 2 l f W www;

C. M. EASON Aug. 16, 1938.

CLUTCH 4 Sheets-Sheet 3 Filed Dec. 28, 1936 C. M. EASON Aug. 16, 1938.

CLUTCH Filed Dec. 28, 1936 4 Sheets-Sheet 4 Patented Aug. 16, 1938 CLUTCH t Clarence M. Eason, Waukesha, Wis., assknor to Industrial Clutch Company,.a corporation of Wisconsin i Applicaties mumbazs, 193s, sensi No. 111,809

28 Claims.

The principal object of the present invention is the `provision of a clutch mechanism wherein by resilient there is no possibility that any `misaligmnent, whether axial, radial. or otherwise. between the driving and driven elements connected by the clutch can exert any appreciable force tending to cause any relative movement between the clutch members when the latter are engaged. It is recognized that when two members, such as a flywheel and a driven shaft. are tc be connected together by suitable clutch mechanism. it is practicallyimpossible to support these driving and driven parts without having some misalignment develop, and where the clutch mechanism connecting such parts comprises a member carried on one element and another member carried on the other element, any misalignment between the driving and driven elements stresses the clutch parts and tends materially to shorten the life of the clutch. This is particularly true of a cone clutch, and the present invention is especially concerned with clutches of this type. Another object of the present invention is the provision of a cone clutch mechanism that embodies conical driving and driven clutch members. with one member rigidly fixed to one of the driving and driven elements while the other clutch member is loosely or resiliently mounted with respect to both elements, and particularly with respect to the element other than the driving and driven element to which the first mentioned clutch member is rigidly nxed. More specincally, it is an object of the present invention to" provide a cone clutch embodying relatively movable members with one hired to the driven shaft while the other is not only axially shiftable with respect thereto but is connected to the driving element torque transmitting means that permits the clutch member so carried to move relative to the driving element while transmitting the drive from the latter to the driven shaft and at the same time to move absolutely as' a unit with the other clutch member whereby it is impossible for any misalignment between the driv- V ing element and the driven shaft to cause any tendency for relativemovement to take place between the clutch members when they are in erigaged power transmitting relation.

A further object of the present invention is the provision of a cone clutch mechanism that embodies what might be termed a floating driving clutch member in that the driving member of the clutch is connected to the driving element ofthe mechanism by suitable resilient torque' transmitting means, permitting relative movement to occur between the clutch member and the driving element even during periods when full power is transmitted through these parts, and in which the mechanism for holding the clutch member frictionally and rmiy engaged with the companion clutch member is also, so connected with the mst mentioned clutch member as to accommodate relative movement.

,Another important object of the present lnvention is the provision of a clutch member that is resiiientiy connected with a driving element by one or more resilient plates connected at their inner ends to the clutch member and at their outer ends to the driving element through the medium of rubber bushings arranged in a generally circumferential direction and adapted to transmit the driving torque by the strength of the rubber in shear and, furthermore, cooperating with the resilient plates in permitting, while in torque transmitting relation. the clutch member to move relative to the driving element in order to accommodate any misaiignment between the driving and the driven elements. A particular advantage of employing rubber in shear in this manner is that every portion of the rubber bushing is utilized and is stressed uniformly during periods of operation. i

` Another object of the present invention is the provision of a cone clutch mechanism having the driving member thereof flexibly connected to the flywheel or driving element oi' the source of power, and a further object of the present invention in this connection is the provision of means making it possible to detach the clutch mechanism` without releasing the loading spring.

Another feature of this invention is the provision of a cone clutch mechanism disposed prin- -cipally in the recess of the driving flywheel to which the clutch is flexibly connected. A further feature of this invention is the provision of spring loading means for the clutch that .is so connected as to be relieved of twisting strains and the like vwhile the clutch parts are being brought into engagement. Still another feature of the invention is the disposition of the loading spring means for the clutch within the sleeve which shifts the movable clutch member. particularly in connection with means for causing the sleeve to rotate with the driven shaft.

These and other objects and advantages of the present invention will be apparent to those skilled in the art after a, consideration oi the following detailed description of the preferred structures, taken in conjunction with the accompanying drawings.

In the drawings:

Figure l is a vertical longitudinal section taken through a power take-cil clutch mechanism embodying the principles of the present invention, Figure l being a section taken substantially along the line I-I of Figure 2;

Figure 2 is a view taken substantially along the line 2-2 of Figure l and looking in the direction of the arrows;

Figure 3 is a section taken along the line 3 3 of Figure 2 on an enlarged scale, illustrating the construction of one of the rubber bushings that are disposed in generally circumferentially extending position and serving to connect the driving clutch part with the flywheel or other driving element of the source of power;

Figure 4 is an end view of one of the rubber bushings before the rubber insert has been subiected to initial compression;

Figure 5 is an enlarged fragmentary section, similar to Figure l, illustrating the manner in which the driving clutch member is connected to the driving element of the source of power by resilient torque transmitting means accommodating relative movement between the driving clutch member and the driving element;

Figure 6 is a view similar to Figure 2 showing a modified form of resilient connection between the driving member of the clutch and the driving element transmitting power to the clutch while accommodating relative movement of both of the clutch members relative to the driving element;

Figure 7 is a section taken substantially along the line 1-1 of Figure 2;

Figure 8 is a section taken along the line 8-8 of Figure 6;

Figure 9 is an enlarged plan view of one of the rubber bushings connecting the driving clutch member to the driving element in the form ot the invention shown in Maure and Figure i0 is a view of one of the two elements making up the rubber bushing connection shown in Figure 9.

Referring now to the drawings, and more particularly Figures l and 2, the principles of the present invention have been illustrated in this case as embodied in an industrial clutch unit in the nature of the power take-od' device adapted to derive power from any convenient source, such as an engine driven crank shaft i0 carrying a driving element in the form o! a flywheel H suitably secured to the driving ange of the crank shaft Il by stud bolts il. This end of the crank shaft Il can'ies a, reduced recessed section I8 in which a bushing Il is disposed and which receives the reduced end i! of a driven shaft Il, the outer end i1 of which extends outwardly beyond a casing I8 enclosing the clutch unit, the end i1 of the driven shaft being adapted to receive a gear. a pulley. or other instrumentality adapted to receive the power transmitted by the clutch unit from the driving element Il.` The housing I8 is provided with a hand hole I8 covered by a plate 20 that is detachably secured in place by one or more cap screws Il.

The clutch proper is indicated in its entirety in Figure l by the reference numeral 2l and includes anarco a driven clutch member 28 xed, as by a key 21, to the forward or inner end of the driven shaft I8. The member 26 is preferably in the form of a casting and is provided with a conical friction surface 28, forming the male member of the cone clutch 25. The casting 26 is preferably of spoked construction, or of a construction embodying openings 29 providing for a free circulation of air through the unit to keep the clutch from heating. The driving member of the clutch is indicated by the reference numeral 35 and corr'iprises a central hub section 36 having a radially inwardly disposed ilange 31 and radially outwardiy disposed sections 38. The radially outer portions of the driving clutch member 36 are preierably in therform of a plurality, usually three, of pressed metal sectors. indicated in Figure 2 by the reference numerals I0, il and 42, the peripheral portions 4l, 44 and 45 of which form the outer conical portion of the clutch and to which a clutch lining Il of suitable material is riveted, as at ll. One of the advantages of fastening the clutch lining to the outer clutch member is that the lining hugs the clutch member to which it is attached under the action of centrifugal force so that there is no tendency when the clutch is disengaged for the lining to drag along the companion clutch member. As best shown in Figure 2, the several sectors making up the driving clutch member are secured, as by bolts l0, to the hub 3i with the sectors spaced apart a small amount in order to impart a certain amount of ilexibility to the driving clutch member 35. From Figure l it will be noted that the hub 3E of the driving clutch member is provided with a plurallty of apertures!! which cooperate with the apertures 28 in the driven clutch member to promote the desired air circulation through the clutch.

One feature of the present invention embodies the provision of resilient torque transmitting means between the driving member Il and the driving clutch member 3l. and these resilient connections will now be described. A plurality of pairs of elongated generally trlangularly shaped resilient plates GII have their inner ends securely and permanently fastened, as by rivets il, between two strap membersII and Il, the latter having extended ends Bl and 66 (Figure 7) that are bent slightly in order to furnish sumcient clearance for the ends of the rivets, and the ends 84 and B5 ofthe member B3 are apertured to receive the bolts 50 (Figure 2) which, in addition to fastening the associated clutch sectors in position, are also employed to secure the reallient members 80 to the hub of the driving clutch member Il. From the upper portion of Figure 1 it will also be noted that additional bolts 61 are employed for securing the pressed metal sectors of the driving clutch member to the hub I6.

The radially outer or narrow ends of the pairs of resilient plates Bil are apertured and receive rivets Il which pass through oppositely disposed openings l2 and Il that are formed in the ends of a tubular or cylindrical sleeve member Il the ends of which have kerfs ll to receive the radially outer ends of the resilient members B0, as best indicated in Figures 2, 3 and 5. A generally cylindrical rubber bushing 11. having the form best shown in Figure 3. is provided with an interna] bore Il securely bonded or vulcanized to the sleeve or tubular m ber 1I, and the radially outer portions of eac of the rubber bushing members I1 are also bonded or vulcanized to a surrounding cylindrical member indicated in its entirety by the reference numeral Il and comprising two semi-circular sections Il and l! (Figure 4) In their unstressed state each oi' the rubber bushing members 'l1 is disposed as shown in Figure 4, with the outer half cylindrical sections BI and B2 spaced apart, as at 8l. During assembly of the clutch, however, these parts BI and B2 are forced together in any suitable manner so as to initially compress the rubber bushings 11, and each of the rubber bushings is then inserted in a bracketl which includes a sleeve section I8 having internal diameter thus sufilcient to receive the compressed bushings, the brackets 8T also including ears 8B and 90 which are apertured to receive attaching bolts '9| and 82 which secure the brackets 81 to the rim of the driving element or ilywheel Il. From Figure 2 it will be noted that one end of the sleeve section 88 oi each of the brackets l1 carries a small flange 85 which cooperates with one end of the outer cylindrical member Bil of the associated rubber bushing to hold the latter against movement in one direction,l and a spring ring 9G is adapted to be seated in a groove formed adjacent the other end of the sleeve section 83 to hold the rubber bushing member against movement in the other direction relative to the bracket l1.

As best indicated in Figure 2, the preferred iorm of clutch embodies three driving clutch sectors, with three pairs of resilient members Bl and three resilient bushing members securely attached to the flywheel or driving element I i. It will be understood, of course. that the number of these parts may vary as desired.

The clutch sectors may be detached, one at a time, by removing the cap screws lll, 9|, and 92. and then each sector may be taken out oi the housing through the hand hole I9 (Figure 1) after first removing the plate 20. This makes 'it possible to renew the linings 41 without disassembling the clutch. The clutch sectors may be replaced by inserting the same one ata time through the hand hole I9 and tightening the cap screws 50, 9i, and 92. Any of the flexible bushings may be replaced in the same way without having to take the clutch apart.

It will be noted that the bushing members are disposed generally in a circumferential direction, and the principal advantage of this arrangement is that in the transmission ot torque the rubber, bushings elements 11 are stressed uniiormly in shear only, whereby every portion of the rubber bushing inserts are utilized in transmltting the drive. Heretoiore, Where rubber bushing inserts have been used they are generally disposed transversely with respect to the transmission oi torque, so that the rubber inserts are stressed in compression. In this arrangement where the rubber inserts are subjected only to compression, the torque that is transmitted is carried by only a relatively small portion oi the rubber insert, the other portions being practically idle and of no utility. According to the present invention. when the engine flywheel Il is driven, sayin a counterclockwise direction as viewed in Figure 2, the driving force is transmitted in a direction which coincides with the axes o! the various rubber inserts and the associated cylindrical members bonded thereto. Thus, according to the present invention, the rubber inserts arc 4not subjected locally to compressive stresses but are stressed uniformly and in shear only. It is also noted that the resilient flat members 60, which are preferably formed of spring metal, are disposed in a plane that is coincident with or parallel to the plane of rotation oi.' the driving and driven elements. Thus, these flexible parts are disposed so as to lie in a position oiering the greatest strength ior the transmission of the torque from the rubber bushing members to the driving member of the clutch unit. As will be clear from Figure 5, disposing the members i0 in this position has the additional advantage that angular misalignment between the axis oi' the driving member of the clutch and the axis ot the driving element Il is adequately taken care o! by the flexing oi thelmembers 60 and also by a slight rotation oi the inner rubber bushing cylinder or tubular member 1I relative to the outer member which also stresses the rubber inserts in shear only. and generally bodily vertical movement between the clutch members is taken care of by the rubber inserts yielding in compression. Thus, the iiexible connection of the driving clutch member to the driving element not only is capable oi.' transmitting the required torque but. at the same time, the driving member of the clutch is free to move in practically any direction, within operative limits. relative to the driving element without in any way ai'fecting the transmission oi' torque through the clutch to the driven shaft Il. For example, any angular misalignment between the axis of rotation of the driven shaft l1 and the axis of rotation of the crank shaft lil will be accommodated by ilexing of the members 60 and the slight rotation of the inner sleeves o! the rubber bushing members relative to the outer sleeves, this type o! yielding also serving to accommodate the shifting movement oi the driving clutch member relative to the driven clutch member in engaging and disengaglng the clutch. It is also possible for the driving and driven elements Ill and i1 to be out of line by displacement while still being parallel, by the yielding of the rubber bushings in compression, as pointed out above. Flexible connections as described above thus permit the driving and driven clutch members when engaged to move absolutely rigidly together entirely independently of any misalignment that may exist between the driving and driven elements. Also. such ilexible connections permit the necessary shifting movement of one of the clutch members relative to the other for the purpose of connecting and disconnecting the clutch. The means for shifting the movable clutch member will now be described.

A sleeve member |00 is mounted for sliding axial movement relative to the driven shaft Il and is provided with a ilange lil which is disposed adjacent the ilange 31 on the hub 3l o! the driving clutch member li, the radially inner portions o! the clutch sectors lll. 4| and l2 overlying the opposite face o! the iiange Inl, as indicated at |02 in Figures 1 and 2. Preferably. annular cup-shaped thrust rings IM and IM are disposed on opposite sides of the flange lill. and

the outside diameter of the latter is appreciably less than the inside diameter of the thrust rings w3 and IM, so that there is sumcient clearance, as indicated at |05, to permit a certain amount of transverse movement of the driving clutch member 35 relative to the sleeve IMI. The driving clutch member 38 is therefore connected for what might be termed floating movement with respect to both. the driving element Il and the driven element i8 upon which the sleeve IDU and the flange lill connected to the driving clutch member 35 are mounted.

The sleeve iilll is formed with a radially inwardly extending ange or shoulder against which a clutch loading spring |00 bears at its inner end. 'I'he outer end oi' the spring |00 extends well toward the outer end of the sleeve |00 and engages a collar that is fixed adjacent the outer end of the driven shaft I1 in any suitable manner. The collar is provided with a series oi' external splines ||2 which receive the inwardly directed teeth ||4 of a. collar iii that is preferably screwed onto and pinned to the outer end of the sleeve |00. The collar iil'has a radially outwardly extending ange ||6 that earries a friction disc which cooperates with a shift collar in serving to retard rotation of the driven parts when the clutch is disengaged. The

rear or outer end of the driven shaft I0 is supported in a nose or housing extension |20 of the clutch housing I0 by means oi' a suitable bearing unit, such as a ball bearing including an outer race |2|, a plurality of balls |22, and an inner race |23 which is fastened in place between the collar Iii and a iiange |24 Von the driven shaft i6. The portion of the latter outwardly of the nose |20 and the ilange |24 is arranged in any suitable manner to receive the gear, pulley, or other device or mechanism to be driven when the clutch is engaged.

The shifting of the clutch member into an out of engagement with the driven clutch member may be eilected in any desired manner. Preferably, however, the shifting mechanism lncludes means that is normally disposed out of contact with any of the rotating parts during the time that the clutch is engaged. Referring now more particularly to Figure l, a collar |00 is mounted within the housing extension |20 of the clutch housing I0 and is formed with an axially extending slot III and one or more inclined slots |32. Otherwise, the member |00 is loosely mounted within the housing extension |20 for a shifting movement. An operating lever |00 includes a hub section |06 that is mounted for rocking movement on a shoulder |31 formed on the clutch housing extension |20, and the hub carries an inwardly directed lug |30, preterably in the form of a separate part, extending through a eircumi'erentially directed slot |20 formed in the extension |20 so that the inner end of the member |30 engages in the slot |3| in the sleeve or collar |30and causes the latter to be turned about the axis of the driven shaft il whenever the control lever |30 is rocked. 'I'he housing extension |20 is provided with one or more tapered rollers |42 that are mounted on studs |40 suitably iixed, as by a threaded head |44, in p'osition on the extension |20 so as to dispose the rollers in the inclined on angled slots |02. Since the rollers |42 are xed, rocking of the lever |30 and the corresponding movement of the collar |30, will force the latter to move axially. For example, when the lever |30 is rocked forwardly, out of the plane o! the paper in Figure l, the collar |30 will be shifted to the right and will engage the thrust ring i and move the sleeve |00 .to the right against the compression of the spring |00, and this movement o! the sleeve |00 will shift the clutch member 20 to the right, thereby disengaging it from the driven member 20 fixed to the driven shaft l1. When the control lever Ill is rocked in the other direction, the sleeve or collar |20 is retracted away from the ange ||0 on the sleeve |00, thereby permitting the spring |00 to expand and to force the driving clutch member 30 into firm frictional driving engagement with the driven clutch member 20. It is to be noted that as to eithfz' the thrust ring or the thrust rings |03 and |04, there is no movable bearing engagement at either point except at times when the clutch is disengaged. For example, when the clutch is engaged, the sleeve |30 is entirely out of contact with the thrust ring and while the ange ||l| bears against the thrust ring |03 under the influence of the spring |08, to hold the driving clutch member in hrm driving engagement with the driven clutch element 20, yet there is no relative movement between the ang |0| and the hub of the driving clutch member since the driving and driven clutch members rotate as a, unit and, by virtue of the above described flexible connections. there is no tendency for either clutch member to be moved relative to the other clutch member when they are engaged. However, in moving into iirmly engaged position, the driving clutch member 05 is capable of a limited amount of transverse shifting movement relative to the inner end of the sleeve |00.

For convenience of illustration, in Figure 1 one of the rollers |42 and associated parts have been shown in section although in the preferred construction only two rollers are employed, one in the position indicated in dotted lines in Figure 1 and the other in a position diametrically opposite. From this ligure it will also be noted that when the clutch lining is new, the resilient spring elements 00 will be flexed outwardly a certain amount even when the clutch is engaged. However, when the lining begins to Wear, the springs will normally occupy a position shown in full lines in Figure 5 when the clutch is engaged, and when the clutch lining becomes quite thin, these ilexible elements will occupy a positionapproximately along the inner broken line, the outer broken line indicating the position shown in Figure l. Nevertheless, at all times, these ilexible elements are capable of accommodating any relative movement between the driving clutch member and the driven element so as to accommodate any misalignment that may exist between the driving and driven elements of the device.

As will be clear from Figure l where the splines ||2 on the near side of the driven shaft are indicated in dotted lines, the splines ||2 are so angled that in the engaging operation, when the frictional drag exerted on the driven sleeve member |00 by the driving clutch member 35 when the latter overruns the driven member 26 and the driven shaft I1, which occurs as the clutch is engaged to drive the load, tends to cause the sleeve |00 to rotate relative to the driven shaft, the sleeve |00 is forced inwardly into rm en.- gagement with the driven clutch member 20. The splines ||2 act in a similar manner to aid in releasing the clutch, since now the driven parts and 20 tend to overrun the driving clutch member 00 and associated parts.

A somewhat simplified form of the present invention is illustrated in Figure 6 in which the resilient connections between the driving clutch member I0 and the ywheel or driving element takes the form of three generally triangular shaped ilat spring members connected by rectangular blocks of rubber acting in shear to the driving element Referring now more particularly to Figures 6, 8, 9 and 10, each of the exible connecting elements includes a resilient plate |50 ot generally triangular formation and secured by rivets to the plates 02 and B3 described above. 'I'he outer end of each of the resilient plates |50 lil is riveted, as at |59, to a pair o! plates |55 and |58 (Figures 8 and 9). A block o! rubber |50 is bonded at one side to the plate 55. and a second block oi' rubber |50 is bonded to the other plate |55, and members |89 and |8| are, in turn, bonded to the outer faces o! the rubber blocks |58 and |89, respectively. Each of the members |80 and |8I is formed with a pair oi ears |82 and I 83 bent inwardly so as to lie adjacent one another when the unit is assembled, as thus shown in Figure 9. Tubular bushings |64 and |85 are provided with reduced ends |61 (Figure 9) .which are inserted into the openings |88 and |59 that are formed in the pairs o! ears |82 and |83, and after the ends |81 are inserted, the bushings |88 and |85are staked or riveted over. as indicated at |10, so as to hold the rubber bushing unit in assembled relation. Also, the parts are so proportioned that when the bushings |88 and |85 are riveted in place, the rubber blocks |58 and |59 are subjected to initial compression. as indicated in Figure 9. The several rubber bushing units, connecting the outer ends of the plates |59 to the driving element Il. are preferably fastened to the latter in substantially the same manner as is illustrated in Figure 2, namely, by bolts or cap screws 9| and 92.

The resilient unit just described operates in substantially the same manner as the unit shown in Figures l and 2 in transmitting torque from the driving element I to the driving clutch member 85 while accommodating practically universal movement oi the latter with respect to the driving element so as to prevent any misalign- -ment between the driving and driven elements from adversely aii'ecting the rigid and firm engagement of the clutch members when the clutch is engaged for transmitting torque from the driving to the driven element. The plate members |59 are capable oi' ilexing in the same manner as the plates 80 described above and illustrated in Figure 5, and the two rubber blocks |58 and |59 in each unit act wholly in shear, like the rubber bushings 11, in transmitting the torque from the driving element I I to the driving clutch member 35 and in accommodating angular deilection and ilexure of the associated plate member |50. The construction shown in Figures 9 and 9 also includes the advantage of accommodating any bodily displacement oi the driving clutch member 95 relative to the driving element in a transverse direction by yielding in shear.

It is to be noted from Figure l that when the clutch is to be disengaged, a shii'table part is brought up against a flange on the shiftable sleeve that rotates with the driven element, and that i this shiftable part is held against rotation, whereupon a contact at this point serves as a brake against any spinning ot the driven parts. However. when the clutch is engaged there is no contact at all between the nonrotatable part and the flange on the shii'table sleeve carried by the driven element. Similarly, the action ot the loading spring in forcing the shiftable sleeve (to the left in Figure l) to hold the driving and Adriven clutch members rigidly together. yacta It is important to note that in the form oi clutch controlling mechanism shown in Figure l when it is desired to disassemble the clutch tor any reason, as to reline the driving clutch element 35, there is no danger of the loading spring from ilyingout oi position when the clutch parts are removed from the housing, for when the clutch parts are disassembled and the sleeve and spring |09 removed from the driven shaft l5, the outer end of the spring-expands until it engages the teeth ||4 on the collar H5, but no further expansion can take place, and hence the driving clutch member 35 and the sleeve |00 and spring |09 can be handled as a unit with the spring |09 held in proper position.

While I have shown and described above the preferred structures embodying the principles oi' the present invention, it will be understood that my invention is not to be limited to the specific details shown and described above, but that; in fact, widely different means may be employed in the practice of the broader aspects of my invention.

What I claim, therefore, and desire to secure by Letters Patent is:

l. Clutch mechanism comprising driving and driven parts, a pair of relatively movable clutch members adapted to be engaged and to rotate together to transmit the drive from the driving part to the driven part, means rigidly connecting the driven clutch member to said driven part so as to rotate therewith and to take any misaligned position that said part takes with respect to the driving part, and means for connectlng the driving clutch member to said driving part including a plurality of radially extending circumferentially dlsposedilexible plates secured at their radially inner portions to said driving clutch member and extending radially outwardly 'to points of attachment to said driving part.

2. Clutch mechanism comprising driving and driven parts, a pair of relatively movable clutch members adapted to be engaged and to rotate together to transmit the drive from the driving part to the driven part, means rigidly connecting one of said clutch members to one of said parts to rotate therewith and to take any mlsaligned position that said one part takes with respect to the other part, a plurality of radially extending circumierentially disposed flexible plates secured at their radially inner portions to the other of said clutch members and extending outwardly to points adjacent the other oi said driving and driven parts, a plurality of pairs of elements, one element oi' each pair being fixed to said other' part and the other element of each pair being fixed to the outer end of each of said flexible plates, said elements extending generally in a circumferential direction, and rubber inserts bonded to said elements and acting wholly in shear to transmit driving torque from the driving part to the driven part through said flexible plates and said engaged clutch members, said flexible plates accommodating engaging and disengaging movements oi' one of said clutch members with respect to the other and the yielding ot said rubber inserts in shear serving to introduce a limited amount of torsional ilexibility between said driving and driven parts when said clutch members are engaged.

3. In a clutch mechanism, the combination ot a driving part, driving, and driven clutch members adapted to be engaged to transmit the entire driving torque and to move together relative to said driving part, and torque transmitting means disposed between said driving part and said driving clutch member and including a pair of elements having a mass of rubber bonded thereto, means securing one of said elements to one of said clutch members, and means for fastening the other element to said driving port and including means subjecting said bonded rubber to initial compresion.

4. In a clutch mechanism. the combination of a driving part, driving and driven clutch members adapted to be engaged and to move together relative to said driving part, and torque transmitting means disposed between said driving part and said driving clutch member and including a flexible metallic plate fixed at one end to said driving clutch member, a pair of elements having a mass of rubber bonded thereto. one oi' said elements being carried by said resilient metallic plate, and means for fastening the other element to said driving part and including means subiecting said bonded rubber to initial compression, said elements and said bonded rubber being disposed in a generally circumferential direction so as to transmit torque from said driving part to said driving clutch member through said resilient metallic plate and said rubber with the latter acting wholly in shear to transmit said torque.

5. Cone clutch mechanism adapted to connect a driven shaft to a driving ywheel and comprising a pair of interengageable cone clutch members, one being adapted to be rigidly secured to said driven shaft and the other axially shiftable into and out of engagement with said one clutch member, and means flexibly connecting said other cone clutch member with said driving flywheel so as to transmit torque from the latter to said clutch members while accommodating any misalignment between said ywheel and the driven shaft, and providing for movement of said clutch members together in engaged position relative to said ywheel.

6. In a cone clutch mechanism the combination of a driving member. a driven shaft, a pair of cone clutch members. one being fixedly connected to the end of said driven shaft adjacent said driving member, the other of said cone clutch members including a hub section and a pressed metal cone clutch element carried by said hub and engageable with said driven clutch member when moved axially of said driven shaft, and ilexible torque transmitting means connecting said driving member and said other cone clutch member and accommodating relative movement oi' the latter with said driven clutch member relative to said driving member so as to accommodate any misalignment between the latter and the driven shaft.

7. In a cone clutch mechanism. the combination of a driving member in the form of a recessed flywheel. a driven shaft, a cone clutch member disposed generally in the recess of said flywheel, a flat flexible member disposed in a radial position relative to the axis of rotation of said driving member and serving to connect said clutch member with the rim portion of said driving nywheel for rotation therewith and accommodating angular misalignment and radial and axial displacement of the driven shaft relative to said flywheel, and a driven member iixed to said driven shaft and serving as a companion cone clutch element adapted to be engaged with said first clutch element for driving said shaft from said driving ywheel. l

8. A clutch mechanism comprising driving and driven members, a pair of engageable clutch assenso parts, one being rigidly connected with one of said members, and means including a fiat flexible element and a rubber bushing connecting the other of said clutch parts to the other of said members, said dexibie element serving to accommodate angular and axial displacement and said rubber bushing serving to accommodate radial and rotational displacement between said driving and driven members when said clutch parts are in firm engagement.

9. Clutch mechanism comprising the combination of a driving element. a driven shaft, a driven clutch member rigidly connected thereto, a driving clutch member adapted to engage and drive said driven clutch member and carried by said driven shaft for relative shifting movement with respect to said driving element so as to accommodate misalignment between the latter and said driven shaft. and an axially shiftable sleeve surrounding 4the driven shaft for shifting said driving clutch member into and out of engagement with said driven clutch member and having a flange operatively connected with said driving clutch member for both rotary and radial movement relative thereto.

l0. A clutch unit adapted to be connected to a driving element, comprising a driven shaft. a driven clutch member fixed to said shaft, a driving clutch member adapted to be engaged with and to move with said driven clutch member, a sleeve surrounding said driven shaft* and connected to shift said driving clutch member in one direction and to rotate with respect to said driving clutch member, spring means acting between said driven shaft and said sleeve for forcing said driving clutch member into engagement with said driven clutch member, means separate from said spring means for causing said sleeve to rotate with said driven shaft, and means flexibly connecting said driving clutch member to said driving element.

11. A clutch unit adapted to be connected to a driving element. comprising a driven shaft, a driven clutch member fixed to said shaft, a driving clutch member adapted to be engaged with and to move with said driven clutch member. a sleeve surrounding said driven shaft and connected at its inner end to shift said driving clutch member in one direction and to rotate with respect to said driving clutch member, spring means disposed within said sleeve and acting at its outer end against said driven shaft and at its inner end against said sleeve for forcing said driving clutch member into engagement with said driven clutch member, means flexibly connecting said driving clutch member to said driving element. a radially outwardly disposed flange carried at the outer end oi said sleeve adjacent the outer end of said spring means, and means normally out oi'V engagement with said nange and adapted to move into engagement therewith and to shift said sleeve to disengage said driving clutch member from said driven clutch member.

12. A clutch unit comprising a driven shaft, driving and driven clutch members, the driven clutch member being connected to rotate with said driven shaft, a sleeve surrounding said driven shaft and having means serving as an inturned iiange at its inner end, said sleeve being keyed to rotate with and to be shiftable axially of said shaft, one of said clutch members being mounted for axial movement and operatively connected to be shifted axially by said sleeve, the internal diameter of the latter being greater than the diameter of said driven shaft, a spring surrounding the latter and disposed within said sleeve, said spring having its inner end bearing against the inturned flange on said sleeve for shifting the latter to bring said clutch members into engagement, and means on the driven shaft for receiving the outer end of said spring.

13. A clutch, unit comprising a driven shaft, driving and driven clutch members, the driven clutch member being connected to rotate said driven shaft, a sleeve surrounding said driven shaft and having means serving as an inturned flange at its inner end, one of said clutch members being mounted for axial movement and 'operatively connected to be shifted axially by said sleeve, the internal diameter of the latter being greater than the diameter of said driven shaft. a spring surrounding the latter and disposed within said sleeve, said spring having its inner end bearing against the inturned flange on said sleeve for shifting the latter to bring said clutch members into engagement, and means on the outer end of said sleeve for receiving the outer end of said spring to prevent its release when said sleeve and spring are detached from said driven shaft.

. 14. A clutch unit adapted to be detachably connected to a driving element, comprising a driven shaft, a driven clutch member rigidly fastened thereto, a sleeve having a splined connection with said driven shaft and slidable along the latter, a driving clutch member adapted to be shifted axially relative to said driven clutch member by said sleeve, means carried by said driving clutch member for establishing a resillent torque transmitting connection between said driving element and said driving clutch member so as to provide for movement of the latter with the driven clutch member relative to said driving element to accommodate misalignment between the latter and said driven shaft, and means engageable with said sleeve for shifting the latter along the splines upon said driven shalt, said movement oi' the sleeve serving to shift said driving clutch member into and out of engagement with said driven clutch member.

15. A clutch unit adapted to be detachably connected to a driving element, comprising a driven shaft, a driven clutch member rigidly fastened thereto. a driving clutch member detachably connected to said driving element, a sleeve embracing said driven shaft and having at one end a rotatable connection with said driving clutch member for shifting the latter axially of said driven shaft, a collar having external splines mounted on the driven shaft, a companion collar fixed to the other end of said sleeve and having a series of inwardly directed spline teeth adapted to engage said external splines forl causing said sleeve to rotate with said driven shaft but accommodating axial movement of said sleeve relative to the driven shaft, and spring means disposed about said driven shaft within said sleeve and biased to act against the latter -and to react against said splined collar for bringing said clutch members into engagement, the outer end of said spring being engageable with the spline teeth at the outer end of said sleeve to limit the expansion of said spring when said sleeve and associated parts are removed from said driven shalt.

16. In a clutch mechanism embodying a driving element and a member adapted to be driven therefrom and capable of movement relative thereto in a plurality of directions, the combination of a resilient member xed at one end to said clutch member and capable of transmitting torque to the latter in one direction, a generally cylindrical pari. xed to the outer end of said resilient member, a cylindrical rubber bushing having an interior boxe receiving and bonded to said generallycylindrical part, a second cylindrical part embracing the exterior portion of said rubber bushing and bonded to the latter, and means iixing said second cylindrical part to said driving element with the axis oisaid rubber bushing and cylindrical members ex-` tending in the direction in which said resilient member is capable of transmitting torquewhereby said torque is transmitted from said driving ele ment to said resilient member by said rubber bushing acting in shear, the angular ilexing of said resilient member in a direction at right angles to said one direction and the yielding of said rubber bushing in shear to permit a limited rotation of said inner cylindrical member relative to the outer cylindrical part accommodating.l axial shifting of said clutch member relative to said driving element, and the yielding of said rubber bushing under compression accommodating bodily movement of said clutch member relative to the driving element in a direction transverse to the axes thereof.

17. A clutch mechanism for power take-offs and the like, comprising a housing, a pair of clutch members movable axially therein relative to one another, a. control lever disposed exterorly of said housing and movable in a single transverse plane about the axis of rotation of said members, a cam ring disposed within said housing, means by which said cam ring is rotated by said lever.

means fixed against rotation within said housing and having a cammng connection with said ring for causing the latter to shift axially when said lever is rocked, and means within said housing shifted by axial movement of said ring for shifting one of said clutch members axially.

18. A clutch mechanism for power take-offs and the like, comprising a housing. a pair of clutch members movable axially relative to one another, a control lever rockable about the axis of rotation of said members in the exterior of said housing, a cam ring disposed within the housing and rotated by said lever, and means carried by and fixed against rotation with respect to said housing and having a camming connection with said ring for causing the latter to shift axially when said lever is rocked, and means shifted by axial movement of said ring for shifting one of said clutch members axially.

19. A clutch mechanism for power take-offs and the like, comprising a housing, a pair of clutch members movable axially relative to one another within said housing, a control lever movable about a portion of said housing transversely thereof about the axis oi' rotation of said members, said portion of the housing being slotted, lug means carried by said control lever land extending through the slotted portion of said housing, a. cam ring mounted within said portion of said housing and receiving said lug means so as to be rotated by said lever, there being slots cut at an Vangle on the periphery of said ring, fixed sinds -ili Dit

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bers disposed in said housing, a lever mounted for transverse rocking movement on said housing nose section and including means directed radially inwardly through said slotted portion, studs llxed to said housing nose section and extending radially inwardly thereof, a cam member disposed within said nose section and engaging said fixed studs and said lever carried means so that when the latter is rocked said member is shifted axially, and means connecting said member with one of said clutch members whereby said lever controls said one clutch member.

2l. A clutch unit adapted to be connected to a driving element, comprising a driven shaft, a driven clutch member fixed to said shaft, a driving clutch member rotatable with said driving element and adapted to be engaged with and to move with said driven clutch member, an axially shiftable member surrounding said driven shaft and having a rotatable connection with said driving clutch member to shift the same axially relative to said driven clutch member, means for shifting said axially shiftable member, and means establishing a longitudinal helically splined connection between said axially shiftable member and said driven shaft for utilizingthe rotation of said driving clutch member for tending to shift said driving clutch member axially.

22. In a clutch mechanism, the combination of a driving part, driving and driven clutch members adapted to be engaged and to move together relative to said driving part, and torque transmitting means disposed between said driving part and said driving clutch member and including a flexible metallic plate xed at one end to said driving clutch member, a pair oi elements having a mass oi rubber bonded thereto, one of said elements being carried by said resilient metallic plate, and means for fastening the other element to said driving part, said elements and said bonded rubber being disposed in a generally circumferential direction so as to transmit torque from saididriving part to said driving clutch member through said resilient metallic plate and said rubber with the latter acting wholly in shear to transmit said torque.

23. A clutch unit comprising a driven shaft, driving and driven clutch members, the driven clutch member being connected to rotate with said driven shaft, a sleeve surrounding said driven shaft and having means serving as an inturned flange at its inner end, helical spline means connecting the outer end of said sleeve to cause the latter to rotate with and to be shiftable axially of said driven shaft, one of said clutch members being mounted for axial movement and operatively connected to be shifted axially by said sleeve, the internal diameter of the latter being greater than the diameter of said driven shaft, and a spring surrounding the latter and disposed within said sleeve. said spring having its inner end bearing against the inturned ange on said sleeve for shifting the latter to bring said clutch members into engagement and its outer end reacting against the driven shaft. 24. A clutch unit comprising a driven shaft. driving and driven clutch members. the driven clutch member being connected to rotate said driven shaft, a sleeve surrounding said driven shaft and having means serving as an inturned dange at its inner end, one of said clutch members being mounted for axial movement and operatively connected to be shifted axially by said sleeve, the internal diameter of the latter being greater than the diameter of said driven shaft.

a spring surrounding the latter and disposed within said sleeve. said spring having its inner end bearing against the inturned iiange on said sleeve for shifting the latter to bring said clutch members into engagement, means on the driven shaft for receiving the outer end of said spring. there being means serving as a flange on the outer end oi' said sleeve. and shift mechanism disposed about said sleeve inwardly of last mentioned ilange and adapted to engage the latter for compressing the spring when shifting said one clutch member.

25. A clutch unit adapted to be detachably connected to a driving element, comprising a driven shaft, a driven clutch member rigidly fastened thereto, a driving clutch member detachably connected to said driving element, a sleeve embracing said driven shaft and having at one end a rotatable connection with said driving clutch member for shifting the latter axially of said driven shaft, a collar having external splines mounted on the driven shaft, and a companion collar fixed to the other end of said sleeve and having a series oi' inwardly directed spline teeth adapted to engage said external splines for causing said sleeve to rotate with said driven shaft but accommodating axial movement of said sleeve relative to the driven shaft.

26. A clutch unit adapted to be detachably connected to a driving element, comprising' a driven shaft, a driven clutch member rigidly fastened thereto, a driving clutch member detachably connected to said driving element, a sleeve embracing said driven shaft and having at one end a rotatable connection with said driving clutch member for shifting the latter axially oi said driven shaft, a collar having external splines mounted on the driven shaft, a companion collar fixed to the other end of said sleeve and having a series oi' inwardly directed spline teeth adapted to engage said external splines for causing said sleeve to rotate with said driven shaft but accommodating axial movement of said sleeve relative to the driven shaft, and spring means for urging said driving-clutch member in one direction.

27. A clutch unit adapted to be detachably connected to a driving element, comprising a driven shaft, a driven clutch member rigidly fastened thereto, a driving clutch member detachably connected to said driving element, a sleeve embracing said driven shaft and having at one end a rotatable connection with said driving clutch member for shifting the latter axially of said driven shaft, a collar having external helical splines mounted on the driven shaft, a companion collar fixed to the other end of said sleeve and having a series of inwardly directed helical spline teeth adapted to engage said external splines for causing said sleeve to rotate with said driven shaft but accommodating axial movement of said sleeve relative to the driven shaft.

and spring means acting against said sleeve for shifting said clutch member in one direction, said helical splines and spline teeth acting to tend to shift said sleeve whenever the sleeve tends to rotate relative to the driven shaft.

28. In combination, a flywheel having a recess therein, a driven shaft mounted for rotation axially of said flywheel. a clutch member fixed to the inner end of said driven shaft and disposed within the recess of said ilywheel, a companion clutch member also disposed in said recess and shiftable axially of the driven shaft into and out of driving engagement with said first menand means for moving said shiitable clutch member into and out oi' engagement with seid driven clutch member, said movement being accommodated by the exibility of said flexible member.

CLARENCE M. EASON.

CERTIFICATE OF CORRECTION.

patent No. l2,126,760.

August 16, 1958.

CLARENCE M EA SON It is hereby certified that error appears in the printed specification of the above numbered pate-nt requiring correction as follows: Page 7, second column, `line i414, claim 18, for the word "in" read on; 4 and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the oase in the Patent Uffice.

signed and sealed this 11th rmy of october, A. D. 195g.

(Seal) Henry Van Arsdale Acting Conmissione'r `oi.' Patents.

and means for moving said shiitable clutch member into and out oi' engagement with seid driven clutch member, said movement being accommodated by the exibility of said flexible member.

CLARENCE M. EASON.

CERTIFICATE OF CORRECTION.

patent No. l2,126,760.

August 16, 1958.

CLARENCE M EA SON It is hereby certified that error appears in the printed specification of the above numbered pate-nt requiring correction as follows: Page 7, second column, `line i414, claim 18, for the word "in" read on; 4 and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the oase in the Patent Uffice.

signed and sealed this 11th rmy of october, A. D. 195g.

(Seal) Henry Van Arsdale Acting Conmissione'r `oi.' Patents. 

